|Total Comments 24 | Start A New Comment|
|Posted By: VOTEadj|
Posted On: Jan 20, 2011
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|Posted By: Gucci Shop|
Posted On: Jul 8, 2010
Your aritcle is very helpful for me,good job!
|Posted By: xc|
Posted On: Mar 31, 2010
|Posted By: Ron|
Posted On: Dec 18, 2007
|WSF Steel Electric Ferry Replacment|
|Posted By: Moderator|
Posted On: Dec 1, 2007
We're getting a lot of great comments, but some of them are wandering off the point of the current poll.
If you have general comments, why not send them as a letter to the editor?
Email them to:
|Posted By: SpongeBob|
Posted On: Dec 1, 2007
|The Evolution of the Marine Engineer|
In the early days of mechanical propulsion most engineers migrated from the mechanical trades and the railroads to sea following an intensive apprenticeship honing mechanical skills as opposed to theoretical knowledge. Days in port were spent "pinching up on the main jewels", spotting up refractory or machinging parts for a pump. Cries for the shore gang were relatively unheard of as pride in ones craft and vessel deemed that inappropriate. No one moved up to Chief in as little as four years let alone Superintendent Engineer. Tours at sea as late as the fifties were a year or more. The 21st century and the birth of the engineer mills of the Philippines and India as well as the "4 year" colleges of nautical knowledge in the US has changed all that. Granted a comprehensive understanding of both electricity, electronics and computers is definitely required to safely understand, operate and maintain todays sophisticated plants and this basic knowledge can only be achieved through in depth academic training. Herein lies the "weak link" ~ Most problems at sea today are found to be engine related and despite the evolution of the diesel the mechanical elements remain the same. The mechanical skills required to maintain, trouble shoot and actually repair todays engines cannot be taught in a classroom. This is manifested in the rash of engine related damages being blamed on fuel quality, being it cat fines or the recent rise in claims of "mysterious" substances causing major cylinder component damage. When the phone rings in the office it is often answered by a Superintendent with one or two trips under their belt and often times none at all. There are a few top notch operators who operate their own training vessels where they can see first hand the skills or lack there of in their prospective engineers but these are few and far between. One day of off hire can pay for quite of bit of intensive training. Let's ponder this topic and see some constructive feedback. And for those on their first trip ~ "keep the lights burning while you're on watch and don't try to dazzle the Chief with any fancy footwork"
|Posted By: A.Boone|
Posted On: Nov 29, 2007
|Russia's hope to break into shipbuilding|
I am interested in (all of your) expert opinion on whether Russia stands a chance of moving into ship- or rig-building. They seem to think that with some government subsidies and protection, they can make a go of their specialty technology (using nuclear sub/ice-breaking applications) in, for instance, severe weather conditions in the Arctic Circle where there may be oil and gas deposits.
Do the Norwegians already have a lock on this? (Or does someone else?) Will Russia's cheap labour remain cheap enough if Korea, China, Vietnam, et al, now India are moving more quickly into this field? Is there anything to be rescued from the Russian ship-building infrastructure, or has modern ship-building moved well beyond any of what's left from the Soviet era?
Any thoughts most welcome.
|Posted By: Ron|
Posted On: Nov 28, 2007
|The Aker Miracle|
The recent announcement of Aker Americans plans to build an additional 13 tankers for the Jones Act market gives rise to the question ~ who's shopping? Keystone perhaps or minor players like Seabulk or Seargent Marine? A shift to bulkers might have drawn interest from the new owners of TECO or even Liberty Maritime. With the flood of ATB's coming online further new construction may well affect rates in a marginal market. I hope they have looked to the all distillate option in the design as MARPOL approaches and California pushes for an all distillate scenario. Last but not least the article in the latest edition regarding nuclear propulsion has merit. With distillates in the 800 a MT area and HFO at the 500 MT mark the initial investment could be justified with some of the larger containerships consuming 200-250 MT a day. 35 knots and 273K HP? Now that's a plant!
|Posted By: Concerned Mariner|
Posted On: Nov 12, 2007
|TWIC Favoritism - USCG at it's worst|
The USCG has granted Newport News Shipbuilding employees exemption from the TWIC requirement. Now if that isn't a double standard. What does that say for their own internal scrutiney of US Mariners who above all should be exempt from TWIC as they now hold USCG issued photo ID's (MMD) STCW certificates and in some cases USCG issued Merchant Officers licenses. Just goes to show what money can buy. I think a boycott by all mariners is in order. And just another reason to place maritime licensure and marine inspection in the hands of a body operated by "professional" mariners.
|Posted By: Shalva N. Sultanishvili|
Posted On: Nov 11, 2007
|We are looking for investor into our shipbuilding|
I have no ability to reach all company's and people that are in this business. We the owners of Shipbuilding company on the "silk road" called POTI SHIPYARD.
We are not interested just to sell but to invest with possible future partners.
If you know someone or are interested yourself we will be glad to discuss this later.
|Posted By: SpongeBob|
Posted On: Nov 8, 2007
|US Cadets on Foreign Ships|
For years some of our American maritime labor leaders have decried the flag of convenience fleet and horrid conditions aboard foreign flag vessels not to mention the "dangers" they pose to our environment. Now it seems they are all embracing recent announcements regarding "deals" or agreements to place US cadets on foreign flag vessels. Seems a shame that we have to rely on foreign vessels to train our future officers. Two solutions come to mind. Perhaps we should shut down the maritime academies and simply send those interested in sailing to academies in the Phillipines or India or perhaps build one or two new training vessels for the US schoolship program - not neccessarily in the US!
|Posted By: Ancient Mariner|
Posted On: Nov 3, 2007
|Ships Abandoned at Sparrows Point|
Who's watching the store at MarAd in regards to their ship disposal contracts? Seems odd someone wouold just pick up and disappear without them knowing. Seems MarAd can't help US shipyards design and build ships and now they can't help them get rid of the rustbuckets. "The lights are on, nobody's home"! Sound familiar?
|Posted By: OldManRiver|
Posted On: Oct 27, 2007
|US Flag FPSO|
FYI. It looks like those OSG shuttle tankers will be servicing a U.S. flag FPSO from Petrobras America. It good news for the U.S. Gulf and might open up other deepwater fields.
|Posted By: DocDiesel|
Posted On: Oct 24, 2007
With increased pressures to meet environmental regulations and increased problems associated with low sulphur fuels due to questionable blending materials it would be interesting to see the industries opinion for a push to tighten the standards of the present ISO8217-2005 marine fuel specifications. It took almost 10 years to get water reduced to 0.5% and that is far too long to wait for change in todays climate. ISO committees appear to be controlled by the oil majors and as a result change is difficult. The demands on the engineers at sea today are increasingly difficult when tasked with dealing with unstable or highly abrasive fuels so a start by tightening the limit for cat fines to 50-60ppm and developing an accurate and reliable test for sediments and fuel stability would be a good starting point. Cleaning a modern centrifuge 4-6 times a week due to poor fuel quality is definitely what one would consider an excessive demand on a ships engineer.
|Posted By: Ron|
Posted On: Oct 12, 2007
|Hawaii SuperFerry Problems|
Seems like the Hawaii SuperFerry is facing quite a few problems similar to that of the now defunct Rochester-Toronto ferry. From an outward appearance it appears that they did not have all the regulatory and environmental issues settled before contracting for and building the vessel(s). In any event again it is most likely someone will end up with a new ferry at a very attractive price. Makes one wonder who heads up these projects.
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